Combustion-motor with reciprocating piston.



W COMBUSTION MSIUR WITH REGIPROOATING- PISTON.

GRINEWEZKI.

APPLICATION FILE D IAILZB, 1907.

Patented @011. 24, 1911.

9 SHEETS-SHEET 1.

W. GRINBWEZKI.

COMBUSTION MOTOR WITH REGIPROGATING PISTON.

APPLICATION FILED JAN. 28, 1907.

Patented Oct. 24, 1911.

9 SHEETS-SHEET 2.

ll 1 F712 110 W. GRINEWEZKL COMBUSTION MOTOR WITH REGIEROGATING PISTON.

APPLICATION FILED JAIL28, 1907.

Patented Q01 24, 1911.

9 sums-smear a.

W. GRINEWEZKI. GOMBUSTIOI'V MOTOR WITH REGIPROGATING PISTON.

APPLICATION IILED JAN. 28, 1907.

Patented Oct. 24, 1911.

9 SHEETS-SHEET 4.

W. GRINEWEZKL" COMBUSTION MOTOR WITH REGIPROGATING PISTON- APTLIOATION FILED JAN. 25;, 1907.

9 SHEETS-SHEET 5.

,W. GRINEWEZKI. COMBUSTION MOTOR WITH REGIPROGATING PISTON.

APPLICATION FILED IAN.'28.1907.

Patented Oct. 24, 1911.

' 9 SBEEE'ISBHEBT 6.

W. GRINEWEZKL H GOMBHSTION MOTOR WITH BEOIPROGATING PISTON. APPLIOATIONPIILED JA lTg28, 1907.

1,006,476. Patented Oct. 24, 1911.

9 SHEETS-SHEET "(I 024% I fiwa flw W. GRINEWEZKI.

COMBUSTION MOTOR WITH BEGIPROOATING PISTON.

APPLICATION FILED 15.17.28, 1907.

Patented Oct. 24, 1911.

9 SHEETS-SHEET 8.

W GRINEWEZKI. GOMBUSTION MOTOR WITH REGIPROGATING PISTON.

APPLICATION FILLED 1111, 2a, 1907.

1,006,476. Patented 0:11.24, 1911.

9 SHEETS$HEBI 9.

' UNITED STATES PATE T OFFICE.

WASSILY GBINEWEZKI, 01E MOSCOW, RUSSIA.

ooMBUsrroN-Mwon WITH RECIPROCATING rrs'ron.

Specifi tion of Letters Iatent.

Patented 0a. 24., 1911.

Application filed January 28, 1907. Serial No. 354,575.

preferable embodiments which are diagrammatically represent-ed.

The inotor is an internal combustion motor of the class in which the gases of combustion are expanded in separate cylinders, 71. 6. it is a compoundoil or gas engine, and it also has a pump or air cylinder which forces a fresh charge "of air into, and, in part through, the combustion cylinder-into the second or expansion cylinder, at each stroke. This cools and scavengesthe combustion cylinder and also causes the motor to operate in part as a hot air engine, the scavenging air which absorbs heat from the combustion cylinder and the burned gases therein expanding in the expansion cylinder, together with said burned gases, and doing useful work there. I Among the novel features of my invention are an arrangement of cylinders and valves by which it can be reversed in its direction of rotation, the air cylinder becoming the expansion cylinder when the engine runs in the opposite direction and the expansion cylinder becoming an air cylinder, and also a governing carburet-er by which the clearance spaces of the combustion cylinder proper are reduced to the minimum and an even pressure maintained during a large portion of the combustion stroke, whereby great efiiciency and fuel economy are secured.

The best form of apparatus at present known to me, embodying my invention to-, gether with some. modifications of detail construction are illustrated in the accompanying drawings, in which,

Figures 1, 2 and 3 show the indicator diagrams of the cycle of operations. Fig. 4 shows the kinematic connection between the travel of the pistons and the valve diagrams.

Fig. 5 is a central section through cylinders and valves of one form of engine, the piston rods being broken, away. Fig. 6 is a side elevation and partial section of the apparatus shown in Fig. 5, with the cranks and valve gear shown in diagram only. Fig.

is a longitudinal section of a form of gov- I erning carburetor, which can be advanta geously used with my improved motor when a liquidcombustible is employed, showing the parts in position for charging the carbureter. Fig. 7 is a similar section of the same with parts broken away showing the parts in position for discharging the carbureter during the combustion stroke. Fig. 7 is a cross section on line A-B of Fig. 7. Figs. 8, 8*, and 8 are similar views of a modified form of carbureter for use when gaseous fuel is employed, Fig. 8 being a cross section on line CD of Fig. 8. Fig.

in Figs. 5 and 6, the combustion cylinder being divided into two single acting op posed cylinders with a common, double ended trunk piston, having a double connecting rod and crank. Fig. 10 is an enlarged diagram of the valve motion showing the position when the engine is running in one di-. rection. Fig. 11 is a similar diagram showing the parts in position when starting the engine in the same direction. Fig. 12 is a view in section of the valves of the air cylinder when the engine is running normally and air is being sucked in to the upper end of the air cylinder and forced out of the lower end of the air cylinder into the lower end of the combustion cylinder. Fig. 13 is a similar view of the valves of the expansion cylinder, the exhaust being open from the upper end of the expansion cylinder and the intake from the bottom end of the ex- 1 9 is a front elevation and partial section of v a slightly modified form of the engine shown pansion cylinderbeing connected with the lower end of the combustion cylinder. Fig. 14 shows the position of the valves on the air cylinder at one period during starting of the engine with compressed air. Fig. 15

is a similar. view showing a simultaneous position of the valves on the expansion cyl inder when starting the engine with compressed air. .Fig. 16 is a longitudinal sec tion on an enlarged scale through the valves of the air cylinder and shows the means for changing the position of the reversing valves, the valve gear being in position for normal running of the engine. Fig. 17 is a-longitudinal section through the valves of Fig. 16

of. the en 'ne.

Throug out the drawings like reference characters indicate'like parts.

As illustrated, V is the combustion or high pressure cylinder, E is the expansion or low pressure cylinder, and L the air cvlinder or air pump. which forces the air for scavenging and forming the combustible mixture. into the combustion cylinder V.-

The piston displacement of the air cylinder and that of the expansion cylinder are each larger than that of the combustion cylinder. In the standard type of engine they are from 4 to 6 times larger. The crank E to which the piston E? of the expansion cyl-.

inder E is connected is retarded behind the crank V of the combustion cylinder by an angle 0 (see Fig. 6) 'of from 120 to 145 degrees, t e cranks rotating in the direction of arrow og, Fig. 6. The crank L is ad-.

vanced by an equal angle of lead r-g. In the engine illustrated these angles are of 135 degrees in each case. This symmetrical arrangement of the cranks renders the expansion cylinder convertible into the air cylinder and vice versa, and so makes the engine easily reversible.

The cycle of operations of the engine is as follows: The air is first compressed in L up to. about the amount of the scavenging ressure 39,, as is indicated by the diagram in Fig. 1 which is similar to the ordinary compressor diagram. As is seen in' Fig. 5

(lefthand side) andFig. 6, the air is being sucked from the pipe a through the suction valve b into the lower end of cylinder L, and the compressed air is being pressed from the upper end of cylinder L through the pressure valve 0 into the air-chamber d.

The air pawes from this chamber through the scavengingvalves. e, 6, into the combustion cylinder V, presses the products of combustion created during the firstpart of the down stroke, out from the cylinder V through ports f and pipe h to theexpan- .sion cylinder E and thus sweeps out the combustion cylinder VI As is seen from Fig. 4, the scavenging is effected by the simultaneous" suction o the gases by the piston'E and by the ejection of the air by the piston L of L, which results from the above mentioned position of the cranks. The ve:

locities of the gas and air result from and are limited by the relative changes of position of pistons in cylinders L and E, and

a certain positive scavenging is'thereby attamed.

Thevthoroughness of the scavenging is promoted by the shape of the admission passages in the cylinder head of V, which is shown in Fig. 5. The scavenging valves e, e, open .into an annular chamber which is connected with'the interior of the cylinder through an annular flaring scavenging slot. The velocity of the admission of the air is thereby diminished to from 15 to 20 meters per second and a uniform advance of the air into the cylinder V is effected in the shape of a solid column of airpractically free from eddy currents. On the diagram of thecombustion cylinder in Fig. 1, the scavenging period is re resented by the line 1.,2. The reduction 0 pressure from 10 to .27 is brought about by combined movements of all the pistons, the piston, in E, approaching mid stroke moves down more rapidly than the piston in L, approaching the end of its stroke, moves upward. After the'piston V of the combustion cylinder V has covered the exhaust openings f, f, in its backward stroke, compression hollows in the combustion cylinder V up to the highest pressure of the cycle of operations (from 45 to 70 atmospheres), which assures the automatic ignition of the combustion mixture. This operation is represented in Fig. 1 by the curve 2-3. The clearance space in cyl inder V being small, the greater part of the air therein is pressed into the overning carbureter, the construction an; operation of which is described further hereinafter. The line 34 in Fig. ,1 shows the pressure curveduring this period. During the forward stroke of the piston V which then follows, the air which is in the clearance space of V expands, in the first place, which is represented by the line 45, whereupon,

'in' consequence of the difference in pressure arising between the air in the interior of the governing carbureter and that in the combustion cylinder 'V, the combustible mixture which is formed in the governing carbureter begins to fiow over to V. The ignition of the combustible mixture takes place as it is formed by reason of the heat of the compressed air and the combustion in V proceeds at a definite, practically invariable combustion pressure p which can be regulated. The pressure existing during this operation is represented in Fig. 1 by the curve 56. After the generation and outflow of the combustible mixture is finished,

and the governing carbureter is practically emptied into the combustion cylinder V, the expansion of the burned gases and of the gases which are still burning, takes place. The pressure curve during this operatlon is represented in Fig. 1 by the, line 6-7. The piston V of the combustlon cylinder V then opens the emission ports f,- f, when the crank E has reached an angle offrom 3 to 8 before the dead point of the piston of the expansion cylinder E, and. the gases flow movements of all the pistons. This operation is represented in Fig. 1 by the curve 71, and on the diagram of the expansion cylinder E in Fig. 2, by the curve 89. The remaining burned gases in cylinder V are pressed from V to E by the scavenging action which takes place again as already described. The curve 910 in Fig. 2 represents this operation. After the expansion cylinder crank E has traveled a certain angle and the pistonE is well started on its downward stroke, the combustion cylinder piston again closcsthe emission ports and the expansion of the gases in the expansion cylinder E follows, as the curve 1011 indicates. When the piston E approaches the lower end of the stroke, the emissionvalve 6 of the expansion cylinder E opens, and the waste gases are driven out through the pipe (1 into the open air by the upstroke of piston E until this valve again closes and the remaimng gases are compressed. These two operations are represented by the curves 1112 and 12-8 in Fig. 2. The cycle of operations is thus completed.

In the described cycle of operations the scavenging pressure p, results from the pressure atthe end of the admission period into the expansion cylinder E and is directly controlled by the relative volumes of combustion cylinder V, and cylinders E and operation of the governing carbureter.

L, and varies with the engine load, and is in inverse proportion to the angle through which the cranks travel while ports 7", f, are open. The compression pressure in the combustion cylinder V and the combustion pressure 32., are determined'by the capacity and 0 They remain unchanged with varying load and are only dependent on the pressure in a special pressure regulator 1V (see Fig. 6).

In Figs. 7 to 8 illustrating the construction of the governing carbureter, V represents a portion of the wall of the combustion cylinder of the engine, 7' is the casing or outer shell of the governing carbureter which forms the air cylinder of said carbureteri'i It has a nozzle 100 which extends through an opening in the cylinder wall' V, into the combustion cylinder. A pipe t, connects to the upper portion of the carbureter casing r, and connects the air cylinder,

formed in said casing, withapressure regu lating chamber indicated at W (a portion being broken away in the drawing) p is an air piston located in the air cylinder formed by the casing r and mounted on a hollow spindle or sleeve 101 which surrounds the spindle s of the air valve 2.. The seat for. this 3.11 valve Z is formed inthe interior of the nozzle 100', and has a radial groovel02 to equalize the pressures existing under the air piston 10 and in the combustion cylinder. The spindle s of the air valve is also hollow and contains a hollow revolving, oil. feed controlling spindle a, and in this hollow spindle n is a tightly fitting plunger 2' secured to a cross pin a which passes through slots 103 formed in the spindles s, and a, and is fixedin the sleeve 101 of the piston 29 (see Fig. 7

The upper end of spindle a has a laterally projecting lug or ear 2 'which projects through an opening in the hollow spindle s and is connected to a rod y or other mechanism for turning the said spindle a about its axis through a certain angle, The lower end of spindle n is provided with twoopenings 10 1 (see Fig. 7 and 105 (see Fig. 7). 711cm spindle n is in one position shown in Fig. 7 the opening 10 1 communicates with a number of fine passageways 106 through the face of the air valve Z. When the spindle'n is 1n another position shown inFig. 7,.

119 formed on the casing of the carbureter.

107 is a flange on spindles which limits its upward motion by striking against the carbureter casing. 1 V I The operation of the above described ap: paratus is as follows: The parts are in the position shown in Fig. 7 while compression. is being produced 111 the combust1on cyl1 n-.

der V. A portion of the compressed .air the cylinder passing through slot 102, when the pressure is sufiicient to overpower that produced on top of piston 39 by the air in pressure regulator- 1V, lifts piston 79 gradually. This raises spindle 3 through frictional engagement of hollow spindle 101 until shoulder 107 strikes the casing of thecarbureter and checks further movement of the spindle 3. Further movement of piston j) movesplunger i upward relatively to hollow plunger n in which it is mounted (the operative connection being formed bycross pin a) and plunger'z' acts as a plston to suck in a supply of 011 through y, 70, and to the interior of hollow spindle n. ,7 Fig. 7 shows the partly raised position of piston pand plunger i. Whenthe' piston in the combustion chamber reverses its motion and the crank 202, link-201, and connections shown in Figs. 10 and 11, so that the oil inlet to the interior of the spindle n is closed and the discharge opening 104 connects with the fine perforations 106 through the face of the air valve Z. This shifting of spindle n is possible because of the width of slots 103 (see Fig. 7 which permits a rotation of several degrees before the cross pin u checks further movement. I

The descent of the plunger iforces jets of oil through perforations 106 into the path of the current of air driven out by descending piston 39 and a combustible mixture of vaporized oil and air is thus formed and forced into the combustion cylinder. The rate of flow of the air can be positively controlled by positively controlling the area of the air valve opening, through pressure of lever 117 on spindle s, and the proportions of oil to air thus rendered constant.

A modified form of governing carbureter designed for gas engines is shown in Figs. 8, 8 and 8 The somewhat modified construction is due to the large dimensions of the gas cylinder as compared with the very small oil cylinder in the spindle n in Fig.7. The upper end of the air cylinder 'r-of the carbureter is connected with the pressure regulating chamber IV by the short pipe t, and the lower end is connected by the nozzle 100 to the combustion cylinder V. The hollow air piston p forms a gas-cylinder 110,

the lower part of which constantly communicates with a high pressure gas container (not shown) by the channel 72 the hollow sleeve u and the pipe 9' The piston 12 connected with the sl'eeveu separates the upper parts of the movable gas cylinder 110 from the lower part. A hollow gas spindle 9 adapted to turn and serve as gas distributer is mclosed in the spindle s. The spindle g' is in constant communication with the upper part of-the gas cylinder 110 by lateral openings 111. When the spindle g is by means of the governor rod y turned into the closed position the. inside of the spindle communicates by openings 112 with the lower part ofthe gas cylinder 110 (Fig. 8). In the open position the openings 112 are closed, and-the openings 113 of the spindle q are in communlcation with the mixing perforations 114.0fthe air valve (Fig. 8)

The operation is as followsz'At the up stroke of the pistonp gas is forced from .device for shifting them,

connecting with 17, and 19.

the chamber 110 into the chamber N above the piston 2 thechannels 112 being open by reason of the spindle 9 being in the osition of Fig. 8. On the down stroke 0 the piston p the channels 112 are closed by the spindle 9 being turned into the position shown in Fig. 8 and the gas will be forced from the chamber N above-the piston p through the hollow spindle 9 into the combustion cylinder V, and at the same time gas will be drawn from the gas container through the channel into the chamber 110.

In the oil carbureter shown in Fig. 7, the

air piston p and the oil plunger 2', being rigidly connected, form a compound piston. In the same way in the gas carbureter shown in Fig. 8, the piston p has an upper portion which operates on the gas in cylinder N and a lower portion which operates upon the air in M and forms a similar compound piston. In both cases this compound piston operates to force the air and combustible in measured quantities to the point of mixture and thence into the combustion cylinder.

Figs. 16, 17 18 and 19 show the construction of the reversing valves 0 0 and the .Figs. 16' and 17 showing the position of the valves 0 of the air cylinder L, and Figs. 18 and 19 that of one valve 0 for cylinder E.

As in Fig. 5, a a are the inlet branches from the outer air, 6 6 air inlet valves, 0 0, outlet valves for the air compressed in the air cylinder, (1 d branches connecting with the air inlet chamber d for the scavdelivered to the combustion and 9), h h, the branches the combustion cylinder V through ports f, f, and 0 0 the reversing valves. The latter are cylinder valves which when the corresponding cylinder acts as an air cylinder, must always keep the connect-J ing branches 7L 71. closed, that is to say, be in the position shown in Figs. 5, 12, 1 1, 16, To this end, their hollow stems two lugs 51 connected by pins 52, which pins engage bell crank levers 53 (Figs. 18 and 19) which are pivoted to pins 54 secured to the frame of the engine. The bell crank levers 53 of the two valves 0 0 both engage with their free ends with a pin 55' on an eccentric strap 56 mounted on an eccentric 57.. The eccentric 57 can be oscillated by means of a hand lever 58 being mounted on a short shaft 68 journaled in theengine frame. A spring 59.mounted on a'telescoping member 60 holds the lever 58 in either of the positions given to it, shown in Figs. 18 and 19. The valves 0 0 have hollow stems-61, 61,. which slide in the holloW stems 50 of valves 0 0 and which have 'enging air to be cylinder (F1gs. 6

50 have each '64:. The rods 63 are each provided with a collar 65. Between the said collar and the disk of each of the valves 0 0 is arranged a weak spring 66 secured at one end to the valve 0 and at the other to the said collar of the'rod 63. Springs 7 O, 7 0, are so connected with the valve gear levers 6%, (it, as to tend to close the valves 6 0 by forcing them to their seats formed in the valves 0 0 To permit the opening of said valves 0 0 the lever 64. of each valve must first be forced away by the valve gear against the action of its spring 70. This is effected. by means of a lever 71 oscillated about a fixed pin 72 by means of a rod 73. The connecting rods 73. 73, from the levers '71, 71,

' pin which is adjustably held in a slot 86 formed in the rigid sector 90. It the pin 32 is in its upper end position (Figs. 12, 16 and 18) the ends of the connecting rods 73, 73, which are pivoted to the levers 71, 71, move along dotted. arcs 8788 (Fig. 16) when the swinging member 82 oscillates about its pivot pin 40. If the pin connecting either of the levers 71, 71, with its connecting rod 73 be at the point 87, the corresponding valve 0 is held closed by spring 70, as shown in the bottom portion of-Fig. 16., but if the said pin is at a point 88, then the corresponding lever 71 is pressing back its lever 64, and the corresponding valve 0 is relieved from the pressure of the spring 70, and may open automatically whenever there is excess of pressure in the air cylinder L, all as shown in the upper portion of Fig. 16. The air compressed in the air cylinder can'then pass through (Z and into (Z and to the combustion cylinder V. on the reverse stroke of the engine this same upper valve 0 will be closed by spring 70, the upper lever 71 disengaging its companion lever 64 and assuming the position corresponding to that shown in the lower part of Fig. 16. During this reverse stroke, of course, the bottom valve 0 is in its turn released from the pressure of its spring and may open automatically at the proper timeby compressing its spring 66.

. The valves 0 0 on the cylinder used as an air cylinder always remain in the position shown in the'left hand side of Fig. 5, and in Figs. 12, 16 and 17, but when the engine isrevers'ed and the cylinder to which these valves are connected becomes the expansion cylinder these valves are moved to the position-shown on the right hand side of Fig. 5, and Figs. 13, and 18.

In starting the engine the pin 32 is shifted into its other end position in slot 86 shown in Figs. 14, 15, and 19, so that the points of pivotal connection between levers 71. and connecting rods 73 move along the dotted arcs 87 89 (Fig. 19) instead of along the dotted arcs 8'788. Consequently the levers 641, 64, are moved by the lovers 71, 71, through larger angles and to an extent such that the collars 6o, 65, on the rods 63, 63, strike the lips'62, 62, on the hollow valve stem 61, 61, and positively move the corresponding valves 0 from their seats. This is necessary in starting the engine as these valves must then be positively opened be admitted to both the air cylinder and the expansion cylinder.

Fig. 18 shows the position of the reversing valves 0 0 in the expansion cylinder E. Gnly the upper group of valves is shown as those in the bottom half have the same relative position, as' indicated in Fig. 16. As will be seen, the hand lever 58 has here been moved in Fig. 18, so that the eccentric 5 7 has turned, and thus the eccentric strap 56 and the pin 55 have been moved to such an extent that the bell crank lever 53 has pulled down the pin 52, and the valve stem- 50 so as to move the reversing valve 0 In starting, the expansion cylinder E must work exactly like the air cylinder L, consequently in starting the hand lever 58 is moved into the position. shown in Fig. 19, and the pin 32 is moved in the slot 86 from the, position shown in Fig. 18 into the position shown in Fig. 19, so that the hinge pin of the lever 71 and connecting rod 73 does not move along the short are 87 to 88, but along the longer are 8789, and the valves 0 0 as already described, are positively opened, the collar 65 striking the lip 62 on each hollow valve stem 61. After the engine has been started, the pins 32 of the two cylinders E and L are again moved If it is desirr" to reverse the engine, the

a hand lever 58 of the aircylinder L is moved ,arethe reverse levers, the one on the right hand cylinder, looking at Fig. 5, being lowered and that on the left hand cylinder .be-

ingraised when the engine is arranged as shown in Fig. 5,-to run in one direction, and

. gine,

these-positions being reversed when it is desired to run the engine in the other .direction. This change 1n position of levers 58, 58, positively shifts the posltions of valves -0 0 0 0 through the connecting mechanism shown in Figs. 16, 17, 18 and 19.

The radius rods 85 (one for each of the cylinders L and E) determine by their adjustment whether the valves 0 0 shall be positively operated so as to start the enby rendering each of the cylinders L and E a power cylinder into which compressed air is to be admitted, or whether one set of-fthese valves 'shalloperate automatically as spring outlet valves for its cylinder acting; as an air pump (absorbing power),

'while the other set of these valves, those on the cylinder used as a power cylinder for expanding gases from the combustion cylinder, are held out of action by the-valves 0 '0 (Figs. 13 and 18).

When the center of vibration 32 is at the upper end of slot 86, the latter or normal operation 0. the engine is produced. The valves 0 a, are then free from positive operation by the valve gear and become merely, spring pressed discharge valves for air pump L (normally closed by springs 66) and opening automatically, when excess air pressure exists inthe air pump cylinder during compression stroke, to permit the air for scavenging and charging the combustible cylinder V to pass from L through (1 d' and e to said combustible cylinder. During the intake stroke of piston- L the valves 0 automatically 'close by the action of spring 66, and the intake valves 6 I b are opened by the lever and cam systems 16 and 17) or by sucare positively valves on expansion cylinder E (see Fig. 13). The

valves 0? are positively and continuously held by the reversing mechanism in the po- 200, 200, (see Figs. 12,

sition shown in Figs. 5, 13 and 18 so as to .close the connection d and leave the connection from h to the expansion cylinder 1 permanently open. When the center of vibration 32 is at the other end of the slot 86v (see Fig. 19) the movement of levers 71 is amplified so that valves 0 or 0 are positively opened thereby at the proper time against the pressure of air from the reservoir of compressed air and act as positively operated admission valves to permit such air to pass from a reservoir (not shown) through d or (Z (Figs. 15 and 19 showing the connection open from (P) to the cylinders L and E in turn, and so render them both power cylinders. Previously the reverse lever 58 on the expansion cylinder must have been shifted from the position shown in Fig. 18 to that shown in Fig. 19, so

that both reversing levers 58 will be in.

raised positions and all valves 0 0 0 0 placed so as to shut oif branches 71. h, h h Both sets of valves b b and b b", then become exhaust valves positively operated by gear 200, 200, to exhaust the air from cylinders E and L through a and a This operation is shown in Fig. 15, where compressed air is being admitted at mid stroke of the piston to the lower end of cylinder E, and exhausted from the upper end. Fig. 14; shows the valves of cylinder L all closed at the moment the movement of the piston L is being reversed, at the end of str ke, the cranks E and L being placed 90 from each other, in the engine shown. This gives a full starting torque" in any position for either direction. During this starting operation the supply of fuel is shut off, so that cylinder V neither develops nor absorbs power. The admission of compressed air is cut off in cylinder L and E at 7 10 of each stroke, with the gear here illustrated.

The kinematic relation between the piston travel and valve diagrams is represented "in Fig. 4:, where the valve diagrams which indicate the movements of the separate valves are marked with the same reference letters as the valves themselves in Figs 5, 6 and 7. The air or gas admission into the cylinder is marked by hatching A in Fig. 4, its-emission by hatching B, and the admission of the combustible by hatching C; For sake of clearness the diagrams are only represented for one side of the cylinder. The above mentioned kinematic diagram is symmetrical, as most of the engine parts have one and the same motion for both direc-- tions of rotation. The necessary movements of the distributing mechanisms may be brought about by different kinds of eccentrics or cams or by combinations of the same. Fig. 6 represents in diagram a suitable kind of valve-motion in the form of an eccentric in combination with the usual levers and shifting connecting-links, for the reversal, and starting of the engine and the distributing of the combustible during normal operation. The main eccentric O1 has the same angular-position as the crank V for the piston in the combustion cylinder and moves the valves (2 b of the air-cylinder Land 6 b, of the expansion cylinder E, which valves have ex..ctly similar motion during normal operation of the engine, as

r ea-eve shown in Figs. 12 and 13, with the angles of lead and lag here assumed. This eccentricalso allows valves c of the air cylinder L to open and positively closes them through the mechanism before described and positively drives the valves 6, e, of the combustion cylinder V by mechanism here- 'inafter described. Its action on these valves is indicated at Z, Z, in Fig. 1.

l/Vhen the valves are in the position for starting the engine the valve? 8 c of the expansion cylinder are worked from the same eccentric as during normal operation (through gear 1--29 l1, Figs. 10 and 19) but the valves 0 0 on the air cylinder must be given a la -of 90-behind those of the air cylinder an this is effected by shifting the link 203, out from its normal position of parallelism to link 20 1 (as shown in Fig. 10) into the position shown in Fig. 11. This puts it, and the oscillating member pivoted at 40, (Figs. 11 and 16), under control of the link and lever system 76 4 3-2 which gives a motion having a 90 lag behind valves 0 0 The link 23 is pivoted at 2 to the lever 216-17, 'journaled onthe main frame at 16.

The link 4-8- has a journal on the main frame at 5.

The rod 10- 11, pivoted to the link 2-3 at one end and to the double bell crank 206 pivoted to the main frame atA Q, controls thelevers 117, 11?, which operate the air valves Z, Z, by pressing on their stems s, s.

A motion is thus imparted to the valves Z, Z,

such as would be given by an eccentric which lagged about behind the eccentric O1, and corresponding to the curve shown in Fig. 4.

A small bell crank l2l3 -14= which is pivoted at 13 on the swinging lever 216 and connected at 12 by a sliding joint with link 23 controls the distribution of the fuel through link 14.15 which is adjust able .on arm 1314, by means of an ordinary centrifugal governor or other automatic governing device (not shown) connected at 19. The upper end 15 of the link l t-15 is pivoted to a radius link 1531, journaled on a fixed pivot. at 31. The motion of point 15 is transmitted through link 201 and bell crank 202 to rod 1 which controls the'fuel feed spindle a (Figs. 7 and 7) The quantity of fuel fed to each charge of the governing carbureter is thereby regulated according to the load on the engine.

.To reverse the engine the reverse levers 58, 58, are shifted as before described to change the position of valves 0 0 0 0 and the link 44: (Fig. 10) is shifted from the position 34 to 3 8. This last position is also indicated in dotted lines in Fig. 6.

The valves e, e, for admitting air for scavenging and charging the combustion cylinder V are positively driven by links 35, levers 36 (Fig. 10) slide rod 37, link 34:, lever 18 and connecting rod 205 which latter is pivoted at 17 to lever 21617.

The entire valve mechanism above described and driven. from one eccentric might be cut up into separate mechanism driven from different eccentrics.

The efficiency of the present motor is but very little dependent on the load on the engine. The actual consumption of air of the oil motor may be about 1.8 times the theoretical air consumption at a standard load. The piston displacement of the expansion cylinder or the air cylinder per second is about 1.6 liters per indicated H. P. at normal load. Thanks to the compound arrangement, the greatest excess pressure above that of the atmosphere in the expansion cylinder of the present engine does not exceed 11 atmospheres. Hence the high specific efiiciency if the engine results, it being founded on the peculiar combination ofthe two-cycle type with compound arrangement of double acting cylinders.

The ignition and combustion of the fuel is determined and regulated by the governing carbureter shown at r, r, Fig. 6..

It is evident on analysis of the foregoing description and drawings that the mechanism described is a prime mover which may be operated either as a double acting compound internal combustion'motor of the two cycle type, V and E being the high and low pressure cylinders respectively, or as a two cylinder double acting fluid pressure motor with cranks spaced a quarter of a cycle apart, the cylinders L and E then becoming the motor cylinders and the combustion cylinder V being cut out of operation.

The carburetor illustrated is in substance a carburetor having an expansible chamber which can be expanded by the pressure of air forced into it from the combustion cylinder during the compression period therein so as to receive practically all of the air in the combustion cylinder and then forcibly contracted to expel said air, with admixed combustible, during the power generating stroke of the piston in said combustion cyl inder. As shown, the means for contracting the capacity of such chamber is the piston p and pressure of air from reservoir W on the other side thereof, but other forms of expansible chamber might be substituted for this construction and other means for generating the contracting pressure substituted for the compressed air from reservoir W.

Having, therefore, described my invention, I claim 1. An internal combustion motor comprising in combination a combustion cylinder, an air cylinder, an expansion cylinder, pistons, connecting rods therefor and a 00-1 of the air cylinder being displaced forward by an angle from 145 to 120, degrees relative to the crank of the piston of the combustion cylinder, and the crank of the piston of the expansion cylinder being displaced rearward by the same angle relative to the said crank'of the combustion cylinder, together with valves located between the cylinders and adapted to control communication be 10 -.tween the air cylinder and the combustion cylinder and the expansion cylinder and the combustion cylinder.

2. An internal combustion motor comprislng in combination a high pressure combustion cyllnder, an air pump, a low pressure expansion cylinder, pistons, connecting rods and cranks therefor, so connected together that the pump piston moves ahead of the combustion cylinder piston and the expansion cylinder piston moves behind it at equal angles of lead and retard, together with suitable passageways from pump to combustion cylinder and from combustion cylinder to expansion cylinder.

,3. An internal combustion motor comprising in combination a high pressure combustion cylinder, an air pump, a low pressure expansion cylinder, pistons, connecting rods and cranks therefor, so connected together that the pump piston moves ahead of the high pressure piston at a distance corresponding to an angle of 135 degrees crank lead, and the low pressure piston moves behind the high pressure piston at an equal angle of lag, together with suitable valve controlled passageways connecting the cylinders.

4. In an internal combustion motor the combination of a combustion cylinder, two additional cylinders, pistons, connecting rods and cranks therefor with a common crank shaft, the cranks of the two additional cylinders being spaced at equal angles from and upon opposite sides of that of the-crank of the combustion cylinder, together with connections from ports in the additional cylinders to the ports in the combustion cylinder and two sets of valves controlling said respective connections, said valves being dis-- posed symmetrically with reference to the ports of the combustion cylinder.

5. A prime mover comprising in combination an internal combustion motor, of'the two cycle type, and two additionalcylinders with pistons therein, each provided with connections to the inlet and outlet ports of the two cycle cylinder, and a valve mechanism controlling said connections by which when either one additional cylinder is connected to the inlet ports of the two cycle cylinder, the other is connected to the exhaust ports thereof, together with means for causing the pistons in all said cylinders to 'reciprocaterin predetermined relation each to the others.

6. In an internal combustion motor comprising the combination of a high pressure combustion cylinder and piston, an air pump, a low pressure cylinder and piston, a common crank shaft to which the pistons of all three are connected, and an adjustable valve gear by which the air pump and low pressure cylinder may be transformed into a two cylinder fluid pressure motor and the com thereto, valves controlling said connections and valves controlling the connectionfrom each of said additional cylinders to the external air, duplicate valve operating mechanisms, one for each of said additional cylinders, and means for giving said duplicate mechanisms motions exactly similar one to the other and simultaneous one with the other during normal operation of the motor.

9. In an internal combustion motor comprising in combination a combustion cylinder, piston and crank therefor, 'two additional cylinders connected to the combustion cylinder, pistons and cranks therefor, and a common crank shaft, the cranks of the additional cylinders being set 90 degrees apart, valves controlling the connections from the additional cylinders to the combustion cylinder and to the external air, duplicate valve operating mechanisms, one for each of said additional cylinders, and means for giving said duplicate mechanisms motions exactly similar one to the other, and either simultaneous one with the other, or separated by a period equal to one quarter of a cycle'of the motor.

In testimony whereof I- have hereunto set my hand in presence of two subscribing wit- WASSILY GRINEWEZKL.

Witnesses:

Gns'rA'vE SGARTIND, ERNST Gooirn. 

